Road rail or form



' H. B. LOXTERMAN.

Patented May 24:, 1921.

INVENTOR.

WITNESS HOWARD B. LOXTERMAN. OF PITTSBURGH. PENNSYLVANIA. ASSIGNOR TO BLAVT- KNOX COMPANY. OF PITTSBURGH. PENNSYLVANIA. A CORPORATION OF NEW JERSEY.

ROAD RAIL OR FORM.

Application filed May 7, 1919.

To all whom it may concern:

Be it known that I, Howann B. Lox'rnn- MAN, a citizen of the United States, residing at Pittsburgh, in the'coun ty of Allegheny and State of Pennsylvania, have mvented certain new and useful Improvements in Road Itails or Forms, of which the following is a specification.

This invention relates to road rails or forms for the construction of concrete roads, walks and the like. and it has for one of its primary objects the provision of an improved form of simple, but strong and durable construction. and the sections of which may be readily set up and quickly removed.

Another object of my invention is the provision of an improved rail or form which may be raised or lowered to any position of adjustment and there securely supported; and the provision of a rail which is held to proper lines.

Still another object of my invention is the provision of an improved rail and supporting means therefor so arranged that the withdrawal of the rail from the concrete is greatly facilitated; and the provision of improved rail supporting means of such character that binding of the parts is prevented.

My invention also contemplates the provision of a rail of improved construction of coupling means whereby sections may be placed end to end and quickly coupled and counterpart sections may be employed.

The foregoing, together with such other objects as may hereinafter appear, or are incident to my invention, I obtain by means of a. construction which I have illustrated in preferred form, in the accompanying drawings wherein:

Figure 1 is a perspective view of a rail sect-ion embodying m improvements; Fig. 2 is a horizontal section taken through two coupled rails; Fig. 3 is a section taken on the line 3-3 of Fig. 2; and Fig. 4 is a section taken on the line 4-4 of Fig. 2.

Referring now to Fig. 1, it will be seen that my improved rail comprises a metallic member 7 of channel form, the upper flange Shaving its edge or extremity bent down to provide a vertical flange 8, such vertical flange adding greatly to the strength and rigidity of the form. The bottom flange 9 of the rail is much wider than the upper Specification of Letters Patent.

Patented May 24, 1921.

Serial No. 295,282.

flange and provides. when the rail is set up for construction, a greatly extended hearing surface on the earth on which the form rests.

At intervals throughout the length of the form I provide a plurality of vertical straps 10, which are preferably riveted, or otherwise secured. to both the bottom flange 9 and the vertical flange 8, in the manner indicated in Fig. 3. It will be seen therefore, thatthe straps 10 are spaced away from the web of the rail, and this together with the fact that the straps are riveted to both flanges of the rail, adds greatly to the strength and rigidity of the form, the importance of which will be readily understood by those skilled in the art.

S'ecured to each strap 10 is a horizontally disposed U-shaped stake receiving yoke 11, projecting laterally beyond the edge of the flange 9 a substantial distance, as shown in Fig. 52 for example. The limbs of the yoke are apertured horizontally to receive fastening or anchoring wedges 12.

I prefer to use round iron stakes l3, having their upper ends tapered, as indicated at 14. in Fig. 3, for a purpose which will here inafter appear. 'hen the wedges 12 are driven home, they will force or draw the stakes to the base or U portion of the yokes thus insuring an extended frictional contact bet-ween the stakes and such U shaped portions. As a result of this arrangement, it will be readily seen that the rail can be raised or lowered to any desired position of adjustment and that itwill there be securely held.

Referring now to those coupling features of my invention whereby I am enabled to use counterpart sections, I provide each section with a male end a and a female end I). At the male end of the rail, I provide a strap 15 which is spaced away from the web of the rail and is secured to the top and bottom flanges thereof. Interposed between such strap and the web of the rail, I provide a slide 16, such slide consisting of a flat plate having flanged portions or lips 17 and 18 bent up from its vertical edges. The flanged portions 17 and 18, however, termi nate short of the top and bottom edges of the slide for reasons which will further appear.

At the female end of the rail, I provide t to the two angle or bracket pieces 19, one secured ange 8 and the other to the flange 9 and both spaced sufficiently far from the web of the rail to permit the slide 16 to be slipped into position therebetween, as illustrated in Fig. 2. 'The flanges 17 and 18 a driven into the ground so that the tops thereof are preferably several inches below the top of the rail that is to say below that portion of the rail which is bent down to form the vertical flange 8*. The forms or rails are now lined up to the desired elevation by inserting the steel wedges and driving them home, thus securing the rails in the desired position of adjustment. In taking down or dismantling the forms, the

wedges are first withdrawn and then the rails are backed away from the concrete, an

operation which is made possible by the length of the U-shaped stake receiving yokes, and then the rails are lifted from the stakes. In this connection it is to be observed that by providing the stakes with rounded or tapered tops, the bur caused by hammering the stakes, will be reduced to a negligible factor, if not entirely eliminated,

thus permitting the raising of the rails above the stakes.

Where it is intended to use dividing plates or expansion plates in connection with m improved forms, I provide the forms wit one or more apertures 20 in the flange 8 and a vertical slot or slots 21 in the web permitting the introduction of thehooked end 22 of a. dividing or expansion plate 23, indicated diagrammatically at dotted lines in Fig. 1. The slots 21 support the dividing plate in vertical position.

It should be noted that I make no specific claim herein to the means for coupling adjacent rail ends together, as this subject matter has been described and claimed in a divisional application bearing Serial Number 467,058, and a filing date of May 5,1921.

I claim:

1. A road rail or form comprising a Channel having upper and lower flanges and a stiffening means interposed between and secured to the flanges and spaced away from the web of the channels.

2. A road rail or form comprising a channel having upper and lower flanges and a stiffening means interposed between and secured to the flanges and spaced away from stake receiving yoke.

5. A road rail or form comprlsing achannelihaving upper and lower flanges and a plurality of straps connecting the flanges, said straps being provided with a U-shaped stake receiving yoke, together with wedging means cooperating with the yokes and stakes to lock the rail.

6. A road rail or form provided with a stake receiving member having a stake receiving space of suflicient dimension to permit the rail to be moved laterally awa from the work and without interference y the stake.

7. In a road form structure including a rail and a stake, the combination of a member extending between the rail and stake and permitting vertical and lateral movement between the rail and stake, and means for securing said member to the stake and preventing such movements.

8. In a road rail form structure including a rail and a stake, of means so connecting said stake to said rail that relative vertical and lateral" movement is permitted, and additional means for preventing such movement when said means is in operative position.

9. In a road form structure including a rail and a stake, the combination of a member extending between the rail and stake and normally permitting movement of the rail toward the stake, and means mounted between the rail and stake and adapted to prevent such movement.

10. In a road form structure including a .rail and a stake, the combination of a member extending between the rail and stake and normally permitting relative vertical movement, and movement of the rail toward ,the stake, but resisting any longitudinal movement of the rail, and means for securing said member to the stake and preventing such relative vertical movement and such movement of the rail toward the stake.

11. A road rail or form provided with a stake receiving yoke of sufficient interior dimension to permit relative lateral movement between the rail and the stake, together with wedging means cooperating with the yoke and the stake to lock the rail.

12. A road rail or form comprising a rail, a stake, means on the rail engaging the stake and a member adapted for locking the said means to the stake in any desired position of vertical adjustment, said means permitting relative movement of the rail and stake both vertically and laterally prior to the locking operation.

13. A road form structure comprising in combination, a rail, a stake, a stake receiving yoke secured to the rail, said yoke being of sutficient interior dimension to permit relative lateral movement between the rail and stake, and means for securing the yoke to the stake.

14. A road form structure comprising in combination, a rail a stake, a stake receiving yoke secured to and projecting outwardly from the rail, said yoke being of sufficient interior dimension to permit relative lateral movement between the rail and stake and means for securing the yoke to the stake.

15. A road rail or form provided with a U-shaped stake receiving yoke both legs of which are secured to the rail, the longitudinal space between saidle s being sutiicient to permit relative lateral movement between the rail and the stake, whereby the rail may be moved away from the work.

16. A road rail or form'having a U-shaped stake receiving yoke or stop secured thereto with the closed portion thereof projecting outwardly from the rail, said yoke being of sufficient interior dimension to permit r lative lateral movement between the rail and the stake, and means for securing the yore to the stake.

17. A rail form structure comprising, in combination, a rail, a stake, a stake receiving member secured to and projecting outwardly from the back of the rail, said member being of sutficient interior dimension to permit relative lateral movement between the rail and the stake and means for securing said member to the stake in any desired position of vertical adjustment.

18. In a road form structure comprising a rail and a stake, the combination of a member adapted to embrace the stake so as to permit the rail to be laterally moved away from the work and wedging means for securing the rail to the stake in any desired position of vertical adjustment.

19. A road form structure including a rail and a stake and connecting means theretween, said connecting means consisting of a member adapted to embrace the stake so as to permit relative movement between the rail and the stake both vertically and lat erally and means for securing the rail to the stake in any desired position 0t vertical adjustment.

20. In a road rail provided with a longitudinally slidable coupling member, the combination with a holding stake, stake receiving means carried by the rail and embracing said stake and permitting movement of the rail toward the latter, and a member adapted to lock the rail against such movement.

In testimony hereof I hereunto sign my name.

HOWARD B. LOXTERMAN. 

